Signaling on railways.



No. 833,603. I PATENTED OCT. 16, 1906. C. M. JACOBS, R. J. INSELL, E. P. NEWTON & E. A. B. BOWDEN. SIGNALING ON RAILWAYS.

APPLICATION FILED OT. 30. 1905.

3 SHEETS-SHEET l.

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PATENTED OCT. 16, 1906.

C. M. JACOBS. R. J.INSELL, E. F. NEWTN L B. A. B. BOWDEN.

SIGNAMNG 0N RAILWAYS.

APPLICATION FILED OG'LSO, 1905.

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.......Hwwur No. 833,603. PATENTEUOCT. 1e, 1906.

G. M. JACOBS, R. J. INSBLL, B. P. NEWTON @E E. A. B. Bow-DEN. SIGNALING 0N RAILWAYS.

APPLICATION'PILED 0GT.30. 1905. Y

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5o` Way of example, one form o UNITED STATES rATEvTvk oEEloE.

CHARLES MARK JACOBS'AND ROBERT JAMES'INSELL, OF READTNG, E

WARD FRANK NEWTON, OF CARDIFF, AND ERNEST YALBERT BENNETT` BOWDEN, OF HANWELL, ENGLAND,.ASSLGNORS TO THE WESTERN SYNDICATE LIMITED, OF LONDON,.ENGLAND.

SIGNALING N RAILWAYS.

Specification of Letters Patent.

Patented oet. 16, 1906.

To a/ZZ whom', t mag/concern.-

oBe it known that we', CHARLES MARK JA- COBS, residing at St. Cuthberts, Alexandra Road, Reading, in the county of Berks, RoB- ERT JAMES INSELL, residing at 17 Russell street, Reading, inthe county of Berks, ED-

WARD FRANK NEWTON, residing afg-123 Claude road, Roath Park, Cardiff, in the county of Glamorgan, and ERNEST ALBERT BENNETT :lo BowDEN, residing at 2 l Balfour avenue, Hanwell, in the county of Middlesex, England, subjects of the King of Great Britain, have jointly invented'certain new and useful Tmprovements 4in or Relating to Signaling on 5 Railways, of which the following is a specification.

It hasfrequently been proposed to signal between fixed points on a railway-line and trains passing along the line' by means of some device at the fixed point which will operate a signal on the passing tra-inn The present invention relates' to this method of signaling; and it consists in an arrangement whereby. when the train passes 5 the xed points a device on the train for giving a Signal is invariably operated, while whenever information other than that'conveyed by this signal is to be imparted a supplementary signal is given.v

Y For well-known reasons it is preferable that the device invariably operated should give aA signal accepted as a danger-signal, while the supplementary signal should be accepted as the all-right signal. It is also preferable that although the device for giving the danger-signal is invariably operated the actuation of the all-right signal should cancel or suppress the actual indication of the danger-signal, forin this manner all chance of 40' confusion'between the two signals is avoided.

The invention, however, is not limited to this acceptation of the meaning of the two signals or to the suppression of the invariably-operated signalwhen the supplementary signal is given, it being practicable to avoid confusion by the use of signals of very different kind,

such as a visible Signal for one and an audible signal for the other.y n

The accompanying drawings illustrate, by

apparatus according to the invention'applied to a train carrying a steam-boiler or a reservoir of compressed air.

Figure l is a side elevation, andFigJZan end elevation, of a railway-locomotive fitted with devices according to this invention and shown running on a track provided with a device for operating the signals. elevation, drawn to an enlarged scale, to show the details of the' signals.

'In this instance the danger-signal is a steam-whistle con the locomotive and the all-right signal consists of both' the suppression of the sounding of the whistle and the ringing of a bell c. Y

The whistle a is mounted on a steam-pipe d, proceeding from the boiler, and'is controlled by a valve cZ, which is normally kept closed by a lever e, on an inclined surface ofv which bears aroller on the short arm of a bell-crank lever f to the other arm of which 'This electromagnet has two windings, one of which 1s connected at one end by lead t with one terminal Zr of va switch k, fixed to the underframe Z of the locomotive, while the other l end is connected by lead i2, through contacts i3 i* (the purpose of which will presently be explained) and lead i5, with one pole of a suitable battery i onv *fue locomotive, the other pole of which battery is connected with the other terminal ik? of the switch.

When the locomotive is running between the fixed points on the tracks,` the terminals lc k2 of the switch k are bridged by an arm m, mounted on a shaft n, which turns in suitable bearings n', carried by brackets Z', bolted to the underframe Z. Also fixed on the shaft n is a lever o, one end of which bears on the top of a spring-pin. p and is thus normally kept against a cross-bar Z2, ybolted to the'brac'kets Z. The other endof lever o is connected by an adjustable link g with a lever-arma",

Fig. 3 is an which is` iixed to a shaft s, also turningin bearings carried by the brackets Z.

At each fixed point in the track there is fixed between the rails'a ramp t, having'on its surface an insulated metal rail t.

Thebrackets Z are insulated from the un-V derframe Z, and attached to one of them is a spring u,-wl.ich rubs against a collar s. on the IOO shaft s and is electrically connected, throughl rives at the ramp and the lever r makes con against a the'bracket Z', on which it is mounted, with magnet h, one end of this is connected by lead 'v' with the terminal. v, while the other end is connected by lead o3 withearth through the frame of the locomotive and the runningrail. A branch-v2 of the lead t" is connected with one terminal of the electric .b'ell c, the other terminal of which isv connected with earth. Whenever the locomotive passes over a ramp t in the track, the lever r is lifted there- .by and the'switch-arm m is turned to open the circuit ofthe battery i. The magnet h is `thus denergized, and the armature g drops until it rests on the sto g. The pressure on the lever e is thus re ieved and the steam blows open the valve of the whistle a, which is consequently sounded. This signal is ac cepted by the driver as a danger-signal. As soon as the locomotive has passed tbe ramp -t the sprin -pin preturns the lever r, and the circuit yof t e electromagnet 7L is restablished. .Thereupon the driver turns the handlef2 to bring the armature ginto position against the magnet. If the line is clear, before the train has arrived at the lace Where ramp tis' fixed the si nalman wilrl)-have closed a switch w. The e ect ofjthis is that when the train ar'- tact with the rail' t an electric circuit is established from one pole of a battery situated beside the traclgthrough rail t', lever 1,

spring u, terminal v, lead o", the second winding off-magnet h, and through earth to the ot er pole of battery which is also earthed. A currentis thus passed through the second winding of magnet h, so that the armature g is .prevented from falling, or, if it has begun to fall owing to the breaking ofthe circuit including the first winding, is immediately brought back into its raised position. Thusthe whistle a is not sounded, although the lever r is raised and the arm m is turned to interrupt the circuit of battery i. As already stated, the circuit that includes the second Winding of ma net 71v is branched to include" also the electric bell a, which is therefore sounded when switch w is closed, `indicating to the driver that the line is clear.

In order to avoid waste of currentwhen the locomotive is not in use-that'is to say, when the steam-pressure in its boiler is .below a certain value-the steam-pipe d is branched, the branch d2, opening into a small cylinder y, in which is a diaphragm y of elastic material covering a steel spring yf, which presses cover 'y2 of t e cylinder y and bearing against a spring-contact 714, already referred to as being in the circuitof the first winding of 'mag-l net h. The spring of the plunger is, howj" ever, sufficiently powerful to overcome acertain pressure-say twenty poundsof steam lunger z, passing through the.

saaeos any mechanical engineer how the twopsignals on the train may be operated by mechanical appliances solel f or by acombination of mechanical and electric-al appliances actuated by a device or devices in the track. It is also obvious that pneumatic transmission may be substituted for electric transmission and that for the audible signals may be substituted visible signals or for one of the signals the operation of an air-brake. Having thus particularly described and ascertained the nature, of our said invention' and the best means. we know' of carrying the same into practical effect, We claim 1. A signaling device for railways, comprising means constituting a normally closed circuit, means constituting anormally open circuit, a single electrical device conta-med in both circuits, a danger-signal controlled by said electrical device, a` safety-signal contained in the said normally open circuit, mechanical means for opening said closed circuit to give the danger-signal when the train passes a sig1ia ling'-poi:nt,.and means for closing said normally open circuit to restrain the danger-signal and atsthe same time give the safety-signal.

2. Apparatus for signaling'between fixed points on a railway-line and a train passing along the line, comprising twosignals on the train, restraining means for preventing normally one of the said signals being given, means at each fixed point for invariably removing the said restraining means, means at each fixed point for operating the other of the said signals when desired, and. means whereby the first of the said signals is su pressed when the second of the said signa s is operated.

3. Apparatus for signaling between fixed points on` av railway-line and a train passing along the line, comprising a signal on the train, electrically-operated restraining means for preventing normally this signal being given, means at each fixed point for invariably rendering inoperative the said restraining means, and a device at each fixed point for supplying electric current to the said electrically-operated restraining means when desired.

4. Apparatus for signaling between fixed IOO IIO

points on a railway-line and a train passing v 833,6oa

iisd' by the demis sach a-pesii'ioiitht it is o l erated byfthesaid ramp, means Aconnected withthe said lever for operating one 'of the andsecond signal to operate the latter-. f

"5. Apparatus 'forv signaling .from -i'ixed points on -a railway-line .to af train passingl along tlie line, comprising two signals on the train, anelectromagnetic device controlling .j one of the said signals', a source'of electric cur# f rent on the train,a switcli'on the train, a nor'- ni'ally closed electric circuit onthe train includingthe said electron'iagnetic device,

source of curi'ent and switch, adevice at each fixedpoint for moving the 'said switch to control the lsaid circuit and a device at eacliiixed point 'to-operate the otheroitlie 'said vsignals when desired.

6.- Apparatus for signaling from 'fixed points on a railway-line to a train passing along the line, comprising two signals on the train, an electromagnetic devicecontrolling one of the said-signals, a source of electric current ori-thetrain, a switch on the trainfan electric circuit on the train including the said electromagnetic device, source of current and switch,v a lever on the train connected with the said switch, a ramp at e-aclifixed point to operate tli'e said lever, an insulated conductor on the said ramp, a source of electric Vcurrent on .the line, an electromagnetic device on the train controlling the other of' the said signals, a device for conveying electric current from the said. insulated' conductor, to the said electromagnetic device and means for connecting thesaid source of electric current on the line with the said' insuated conductor when required.

7. Apparatus for' signaling from fixed points ona railway-line to atrain passing along the line, comprising two signals. on the train, an electroniagnet controlling one of the signals, two windings on the said electromagnet, a source of electric current oii'the train, a switch on the train, an electric cir- .cuit on the train including one of the windings of the said electromagnet, the said source of current and the said switch, an electrically-insulated lever on the said train connected with thefsaid switch, a'ramp. at 'each fixed point toA operate 4the said lever, an 'insulated conductor on the said ramp wherewith the said lever makes contact when opi controlling the other of the said signals an electric circuit including the said source of curientthe said insulated conductor, the said insulated lever, the second winding of thesaid electromagnet and the said electromagnetic device, andvmeafns on the line for closing the last-named electric` circuit when desired.

8. Apparatus for signaling from ixed points on 'a railway-line to a train passing along the line, comprising two signals on the train, an electromagnetic device controlling one of the said signals, a source of electric current on the train, a switch on the train, an electric circuit on the .train including the said electromagnetic device, source of current and, switch, a steam-boiler on vthe train, a device operated by4 the steam-'boiler when the .pressure therein is above a predetermined value to close the said electric circuit, a device at each iixed point for moving tl'ie said switch to control the said circuit and a device at each fixed point tooperate the. other ofthe saidjsignals when desired.

9. A signaling device for railways-of the character referred to, comprising a normally closed circuit, a iiorniallT open. circuit distinct -fr-oin tlie'said normallyr closed circuit,

when actuated to open the normally' closed circuit, and a' fixed ramp for o erating the CHARLES MARK JACOBS.. l ROBERT JAHES INSELL.

EDWARD FRANK NEWTON..

ERNEST ALBERT BENNETT BOWDEN.

. Witnesses:

JOSEPH MILIARD, WALTERA J. SKER'iEN.

erated by the said rain a source ot electriccurrent-on the line, an e ectroinagnetic device lever, said lever and said fixe( ranip 'con-- a lever carried by. the train and adapted 

